Signaling system.



J. H. BUTRlDGE. SIGNALING SYSTEM.

APPLICATION FILED Auem. 1915.

Patented Nov. 18, 1919.

1,32 I a SREETSSHEET 1.

' IINVIENTOI? W 7/ Y I ATTORNEY J. H. BUTRIDGE. SIGNALING SYSTEM.

APPLICATION FILED AUG. 2I. Q15. I 1,322, 178. I Patented Nov. 18,1919.

' 3 SHEETS-SHEET 2.

IN l/ENTOR l. H. BUTRIDGE. SIGNALING SYSTEM.

APPLICATION FILED AU-G.2I. 1915- 1,322, 178. Patented Nov. 18, 1919.

3 SHEETSSHEET 3- IN l/E/V TOR Br 7 W ATTORIVEN'.

JAMES H. BUTRIDGE, OF CHICAGO, ILLINOIS, ASSIGNOR TO HALL SWITCH & SIGNAL 00.,

A CORPORATION OF MAINE.

SIGNALING SYSTEM.

Specification of Letters Patent.

Application filed August 21, 1915.

To all whom it may concern.

Be it known a citizen of the that I, JAMES United States,

H. BUTRIDGE, and a resident State of Illinois, have invented certain new and useful Improvements in Signaling Systems, of

which the following is a specification.

My invention relates to railway signahng systems and particularly signaling.

One object of my a signaling syst signals spaced and mechanism for to automatic block invention is to provide em comprising a plurality of at intervals along the track, causing the signals to give clean, caution and danger indications.

and

is running to controlling mechanism mechanism for causing the signals ahead of a train and direction opposite to governing trafiic in the that in which the train be controlled by the signal of a signal behind the train and governing traflic in the direction in which the A further prevent the in signal behind a train and train is running.

object is to provide means to echanism for controlling a governing traflic 111 the direction in which the train is movmg, from controlllng other signals behlnd the train and governmg traflic 1n the direction in which the object is to Another train is moving.

provide a signaling system in which a signal control relay has a circuit contro which means 0 vided for neutralizing lled by another clay and in perated by a signal is prothe control of the relay, the operation of said governed by a third relay. ob]ect is to provide a circuit for circuits of a signaling system vely operated, the operation ependent upon the condition of a track relay.

Other and fu will appear from the taken in connection with the rther objects and advantages following description,

accompanying drawings, forming a part of this specification, and will b ed claims.

In the accom like reference parts, Figure 1 e pointed out in the appendpanying drawings in which characters indicate similar is a Wiring diagram for the Serial No. 46,608.

first and second pairs of signals of the preferred form of the system embodying my invention. Fig. 2 is a wiring diagram for the third and fourth pairs of signals of the same system, illustrated in part in Fig. 1. Fig. 3 is a wiring diagram for the 5th pair of signals of the system illustrated in part in Figs. 1 and 2. Figs. 1, 2 and 3 are intended to be placed trate the wiring diagram of the signal system embodying the preferred form of my invention, and adapted to control trailic upon a stretch of single track between two passing sidings. Fig. 4 is a side View of a circuit breaker in the preferred form of my invention illustrated in Figs. 1 to S. Fig. 5 is a side view of circuit breaker illustrated in Fig. 4;.

The signaling system embodying my invention is intended to control t 'afiic in both dlrections on a stretch of single track, connecting two passing sidings. The stretch of track is divided into blocks, which are electrically divided into sections, with. a pair of signals at the end of each block, and each signal is controlled from one section of the track, each section of the track being energized by a source of current and being bridged by a track relay. The track relay controls the operating circuits of the signals. If a train enters a stretch of single track from either end, the signal operating system disclosed and claimed in this specification, acts to cause all of the signals on the left hand side of the train or car entering the track, and governing the traflic in the direction opposite to the di rection in which the train or car is moving, to give the danger indication. As the train or car proceeds, the signal immediately in the rear of the train shows the danger indication, and the neXt signal in the rear shows the caution indication. It is thus seen that when a train or car enters one end'of the stretch of single track, all of the signals on one side of the track show a danger indication. If a car or train enters the other end of the stretch of single track, all of the signals on the other side of the track show a danger indication. It is therefore clear that whether a train arrives at one end of a stretch of single track, either by passing over the length of the stretch or by coming to the end of the stretch from a siding passing, all of the sig end to end, to illus nals on one side of the track will show a danger indication, unless some means is provided to prevent all of the signals behind the train, and governing traiiic in the direction in which the train is moving, from being moved to show a danger indication, by the presence of a train at one end of a stretch after its passing through the stretch. Each of the signals is provided with a signal control relay, and each signal control relay has a circuit controlled by the signal control relay for the signal next in advance, governing traffic in the same direction as the first named signal control relay. By providing means for preventing a signal control relay from being controlled by the signal control relay next in advance, 1 prevent all of the signals in the rear of the train from going to danger position. This means comprises one of the most important features of my invention, and includes in the embodiment herein described for the purpose of interpreting and disclosing my invention, a circuit breaker, selectively operating upon movement of a signal, together with means controlled by a track relay for determining whether a circuit breaker will be operated by the signal or not. In other words, means for making a selection.

In the embodiment of my invention illustrated and described, there are shown between the passing sidings X and Y, four blocks, R, S, T and U. Each of these blocks is respectively divided into two sections, 1 1*, s, s, t, t, a, a. Each of these sections is electrically insulated from its adjoining sections and each section is energized respectively by the source of current X X X X &c. At the end of each block there is situated two signals, one for governing tralhc in one direction, and one for governing traffic in the other direction. The signals 1, 3, 5, 7 and 9 control the tratfic moving from left to right in the drawings, and the signals 2, l, 6, S and 10 govern trailic in the opposite direction. For each signal there is a corresponding track relay in: bridge of the track sections. For example, relay T corresponds with and controls signal 2, relay T corresponds with and controls the signal 1, &c. For each of the sig nals there is a signal control relay. The signal control relay I-l corresponding to the signal 2, and the signal control relay H corresponding to the signal. 1, &c. For each signal there is a distant relay for causing the signal to move to such a position as to give a clear indication. For the operation of the relays and other electrical dcvic-es associated with each signal, there is a separate source of electric current. For instance, the battery P corresponds to the signal 2, and the battery P corresponds to the signal 1, &-c. Associated with each signal is a circuit breaker, comprising two members. One of the members L, in Figs. l and 5, is directly connected to and operated by its corresponding signal through rod 10, and the crank arm 11. Carried by the member L is the contact member 0, which is operated every time the member L is moved by a signal. Mounted to move upon the same axis as the member L is a second member K, which carries the contact members B and A. Carried by the member L is an operating member N, which is moved every time the member L is moved. Pivoted to the member K at M is a member M. This member 111 may be swung so that it is within the path of the member N as it moves by reason of the movement of the member L. Carried by the member K is a relay G, which is positioned so that when it is energized, one part of the member M will be drawn toward it, and the other part of the member M will be swung into the path of the member N. It will therefore be seen that, while the member N moves with every moven'ient of the signal, member K can be made to move with the members L and N, if the magnet G is encrgized. A spring J restores the member M to its normal position, so that the member N may move without moving the member K. One of these circuit breakers is associated with each signal, and the parts thereof are appropriately designated. for instance, the circuit breaker associated with signal 5, has its parts designated by the characters A, B, &c.

Since the wiring diagrams for the signals at the very ends of the stretch are simplified, because of the position of the signals, the wiring of the system for controlling the signals 5 and 6 will be described in detail, to fully disclose the operation of the system embodying my invention. Each ot the signals is a signal of wellrknown type, having three positions, namely, clear, caution and danger. The signal is operated to these positions by electric motors, oi wellknown construction, which form no part of this invention. The current for the opera tion 0i" the signal moving mechanism comes from the corresponding source through one of the common wires and through a wire designated by the letter for example, the signal 5, receives its current through the wire 9 The wire controlling the mechanism of the signal which operates when the signal is to give the caution indication is controlled by a contact under the control oi" a home relay. For instance, the home relay H of the signal 5. controls the contact 0", and which controls the conductor which supplies the current to the signal ope 'ating mechanism to give a 15 indication. The wire which supplies the current to the signal operating mechanism to give a clear indication is controlled by the contact 03 which is under the control of the distant relay D This wire is also under the control of the contact 6 so that it will be impossible to give a clear indication unless conditions are proper for a caution indication. The home signal control relay H is connected at one of its terminals to a common battery wire, and its other terminal is connected to the contact which is controlled by the track relay T From this contact, the circuit of the relay H passes through the circuit breaker A and then through the contact which is controlled by the track re lay T and then through the contact 7, which is controlled by the signal control relay H and then to the other side of the battery P It may be noted at this point that the negative sides of all of the batteries P P 830., are connected together. It will be seen, therefore, that the signal control relay H which directly controls the signal 5, is selectively controlled by the signal next in advance governing traffic in the opposite direction,namely, the signal 8, and by the track relay for the signal next in advance governing traflic in the opposite direction, namely, T which controls the contact 6 and by the signal control relay next in advance governing traffic in the same direction,namely, by the relay E. It will therefore be seen that if a track relay, for instance, track relay T is de'e'nergized, by reason of the source 50 being short-circuited by the presence of a train in the section r, the signal control relay H will be deenergized by the opening of the contact 0*, which is under the control of the relay T Now, since each signal control relay controls the circuit of another signal control relay, the de'c'nergization of the relay H is bound to have a controlling effect upon another signal control relay, and it will be seen that the contact 7 is opened, which contact is in the circuit of the signal control relay H, which circuit passes from contact 7 through con tact 5 through circuit breaker A through the contact 0, to the relay H, and thence to a common battery wire. The deenergization of the relay H will cause the deenergization of the relay H by reason of the opening of the contact 7, then the deenergization of the relay H will cause the deenergization of the signal control relay H, by reason of the opening of the contact F. It will therefore be seen that if the track relay T was deen ergized by a train moving from left to right, all of the signals, namely the signals 4-, 6, 8 and 10 on the left hand side of the track will move so as to give a danger indication. It is apparent at once from the above that the deenergization of the relay H caused all of the signals governing traflic from right to left to go to a danger position- Suppose now that the. train enters the track section 1, coming from the left. This will cause a deenergization of the track relay T which will cause the opening of the contact 0 and this contact being in the circuit of the relay H will cause a deenergization of relay H which will cause an opening of the contact 6 and the signal 1 will move to danger position. The deenergization of the track relay T also opens the contact 6 which is in circuit with the signal control relay H The de'c'nergization of this relay H will deenergize the relays H, H and H as above described, and all of the signals on the left of the track will move to danger position. As the train moves into the section 1", the relay T will be deenergized, as above described, and even though the contact is closed, by reason of the en ergization of keeps the circuit of the relay H open, and the signals on the left remain as they were. The deenergization of the relay T opens the contact 6* and keeps the circuit of the relay H open, even though the contact 0 is closed. As the train moves on into section 8, the track relay T is de'e'nergized and the track relay T is energized. Now, the contact 0* closes and the circuit of relay H is complete, and the signal 4 moves to caution position, by reason of the closing of the contact 6 The circuit of the relay D is complete and the contact (Z is closed and the signal t therefore goes to clear position. The circuit of the neXt succeeding signal control relay for governing the traiiic opposite to the movement of the train, is still kept open, however, by the opening of the contact 6 even though the contact 7 is closed, thus the remaining signals on the left side of the track still remain at dangel By the decnergization of the relay T the contact f is opened, and therefore, the circuit of the relay H still remains open, at 7, even though the train is in the next complete block. It would therefore appear that, as the train proceeds into the next block, the signal control relay for the block through which it has just passed would remain deenergized, and since each signal control relay controls the circuit of the signal control relay of the block through which the train has just passed, all of the signals behind the train would be at danger position when the train reached the end of the track section. That is, the arrival of the train at the right hand end would give the same result, so far as signals 1, 3, 5, 7 and 9 are concerned, whether the train arrive at the right hand end of the stretch by passing through the stretch, or by'coming through the siding passing Y. But, in order to avoid this result, my invention comprises means for neutralizing the effect of the opening of the contact f which consists in a branch circuit around this contact, which comprises the the relay T the contact 0*- wires m a, which are connected by the circuit breaker B This circuit breaker is carried by the member K which is selectively operated by the signal 3. Obviously, it is not desirable to close this branch circuit m a whenever the signal 3 moves to a danger position, because, if the relay H is denergized, by reason of the entrance of a train from the passing siding Y, it is desirable that all of the signals governing traffic from left to right, namely, signals 1, 3, 5, 7 and 9, should indicate danger. The circuit breaker B is therefore operated selectively. That is, it is only operated when the relay H is deenergized by reason of the deenergization of the track relay T which is brought about by motion of the train from left to right. The selective operation of this circuit B which neutralizes the effect of the opening of the contact F, is brought about by the energization of the relay G so that the member K moves with the signal, as above described. The energization of the magnet G is caused by the deenergization of the relay T which permits the closing of the contact (6. It will thus be seen that the de'e' nergization of the relay T caused by the entrance of a train into the section a from the left, could cause an opening of the contact f, for the relay H is controlled by the next succeeding signal control relay, which is relay H but this control is neutralized by reason of the closing of the branch circuit m a by the circuit breaker B for the relay G is energized by the closing of the contact a which causes the circuit breaker B to be moved by the signal 3, as it drops down to horizontal or danger indicating position. It will be seen that as the signal 3 acts to move the circuit breaker 13 it also acts to move the circuit breaker A which causes the openin of the circuit of the relay H, and thGIBfOlBfiKGBPS this relay H deenergized, even though the contact f is closed, and keeps it open even after the contact is closed, just so long as the signal 3 is at any position but. clear, for the circuit breaker A is only closed at clear position of the signal 3, or when it has moved almost to caution position. It will therefore be seen, that in the event of the failure of signal 3 to again clear after the passage of a train through the block and thereby causing a false opposing movement indication, all the signals controlling the opposite direction of traffic, will be held at stop. The signals governing trafiic from right to left therefore remain at danger position, according to the operation above described. It will now be seen that so long as the effect of the opening of the contact f is neutralized, the relay H is energized, and the signal 1 goes to caution position, while the signal 3 goes to danger position, because of the opening of the contact e As the train moves into section 3, the relay T is energized and the contact 0 is closed, but due to the deenergization of the relay T, the relay H remains deenergized, and the signals 1 and 3 remain at caution and danger respectively. Although under these conditions the contact 6 is closed, the contact 0 is open, and the signals governing traflic from right to left remain at danger under the operation above described. As the train moves into the sec tion 6, the relay T will be energized, thereby closing the contact 0 and causing the energization of the relay H so that signal 6 will go to caution position and the circuit of the relay 1) being energized, signal 6 will go to clear position. The contact Z) closes and the circuit of the relay H would be opened by the opening of the corn tact due to the deenergization of the relay T but, the contact a is closed by the de'elnergization of the relay T whereby the relay G is energized before the signal 5 moves, and the movement of the signal 5 operates the circuit breaker B to neutralize the effect of the opening of the contact f, and the circuit of the relay H therefore is closed and the signal 3 goes to caution position. The circuit breaker C is carried by the member L attached to the signal 3, and therefore, as the signal 3 moves to caution position, the circuit of the distant relay D of the signal 1 is closed, and the signal 1 goes to clear position, leaving the signal 3 at caution and the signal 5 at danger, by reason of the opening of the contact 0 It can be seen from the preceding description that while the signal control relay H is controlled by the signal control relay of the next succeeding signal governing trailic in the same direction, the efiect of this control is selectively neutralized by means of a circuit breaker B, and that the selection as to whether the circuit breaker B will oper ate, is made by means of the relay G, which is, in turn, controlled by a track relay T, which is controlled by the condition of the track. At. the same time that a circuit breaker B is selectively neutralizing the effect of the control of its corresponding signal control relay, the circuit breaker A is selectively controlling the circuit of a signal control relay for the signal governing traffic in the opposite direction from that which is controlled by the last mentioned signal control relay, and which correspondr'a to the section succeeding the section controlled by the signal control relay, the effect of which is neutralized the circuit breaker B.. If there is nothing to hold the member M into contact with the member N, after the magnet G is deenergized, then the circuit breakers A and B may move to their normal position, even though a signal which moved them to their limiting position is only moved as far back toward its normal position as the caution position. How ever, this release cannot occur until the partial movement of the signal toward caution, far enough to allow the return or the member M to its unlocked position. Under these conditions, if a train had run into such section as Z and the signal 1 was at clear, the signal 3 at caution and the signal 5 at danger and then the train was backed up into section 2?, the signal 5 would remain at danger, the track relay T would be deenergized, which would result in an opening of the contact 0 thereby maintaining the deener 'ization of the relay H, which 33 would result in 7' remaining open, when the train enters section S, the track relay T will be deenergized, opening contact 5, thereby deenergizing relay H which would result in an opening of the contact f which would result in the deenergization of the relay H -01, in other words, all of the signals behind the train, governing the traffic in a direction in which the train was originally running, would be moved to danger. However, as soon as the train again pro ceeded into the track section a, so that the circuit breaker B might operate to neutralize the eflect of the opening of the contact 7',

or, in other words, neutralize the controlling effect of one signal relay over the circuit of the signal relay in the rear, the signals would assume the position which they would have if the train had never backed up, or, in other words, the signal '7 would be at danger, the signal 5 at caution and the signal 3 at clear.

Into section a there comes branch track Z, and in order to preserve the effect of the opening of the contact due to the deenergization of the relay H by reason of the opening of the contact 0' when the track relay T is deenergized, the circuit of the relay G is not closed by the deenergization of the track relay T but is closed by the deenergization of the track relay T By this construction, the train running from the branch Z into the section a will cause all of the signals 1, 3, 5 and 7 to move to danger position, just because the effect of the opening of the contact 7 is not neutralized. It will be noted that the effect of the opening of a contact 7 can only be neutralized if the corresponding track relay T is deenergized prior to the deenergization of the corresponding signal control relay H.

While the diagrams show incomplete circuits, it is to be understood that Figs. 1, 2 and 3 are to be placed end to end, and in order to thoroughly understand the operation, the diagram shown in Fig. 1 may be assumed to be connected directly to the end of the diagram shown in Fig. 3.

From the above description it is seen that my invention provides a signaling system for a single track, in which the signals 4, 6,

8 and 10 are moved to when a train comes into the passing siding indicate danger the section 7* from X, but if the train arrives at the section r, after passing through the stretch of single track, signals 4, 6 8 and 10 are not at danger position, but they are all at clear except 4, which is at danger, and 6, which is at caution.

While I have described the system embodying my invention in great detail for the purpose of disclosure and interpretation of my invention, I do not intend that I shall be limited to the particular arrangement and structure therein described, as modifications thereof may be made which occur to those skilled in the art and which come within the spirit and scope of the invention as defined by the claims. I

lVhat I claim and desire to secure by Letters Patent of the United States is the following 1. In railway signaling, a stretch of single track, signals located at intervals for governing traiiic in one direction through the stretch and other signals located at intervals for governing trafiic in the other direction through the stretch, a signal relay for the control of each signal, a circuit for each signal relay each of which circuits includes a contact of the signal relay for the next signal in advance governing traffic in the same direction, track 'elays connected with the stretch for controlling the circuits of the signal relays, a branch for each signal relay circuit around the contact of the signal relay which controls such circuit, switches in said branches, and means for selectively connecting said switches to the signals for operation thereby.

2. In railway signaling, a stretch of single track, signals located at intervals for governing trafiic in one direction through the stretch and other signals located at intervals for governing trafiic in the other direction through the stretch, a signal relay for the control of each signal, a circuit for each signal relay each of which circuits includes a contact of the signal relay for the next signal in advance governing traffic in the same direction, track relays con nected with the stretch for controlling the circuits of the signal relays, a branch for each signal relay circuit around the contact of the signal relay which controls such circuit, switches in said branches, means for detachably connecting said switches to the signals for operation thereby, and means for operating said last-named means.

3. In railway signaling, a stretch of single track, signals located at intervals for governing traflic in one direction through the stretch and other signals located at in tervals for governing trafiic in the other direction through the stretch, a signal relay for the control of each signal, a circuit for each signal relay each of which circuits includes a contact of the signal relay for the next signal in advance governing trafiic in the same direction, track relays connected with the stretch for controlling the circuits of the signal relays, a branch for each signal relay circuit around the' contact of the signal relay which controls such. circuit, switches in said branches, means for detachably connecting said switches to the signals ior operation thereby, and means dependent on the, condition of the track for operating said last-named means.

l. In railway signaling, a stretch of single track, signals located at intervals for governing trafiic in one direction through the stretch and other signals located at intervals for governing trailic in the other direction through the stretch, a lay for for each signal relay each of which circuits includes a contact of the signal. relay for the next signal in advance governing trallic in the same direction, track relays con nected with the stretch for controlling the circuits of the signal relays, a branch for each signal relay circuit around the contact of the signal relay which controls such circuit, switches in said branches, means for selectively connecting said switches to the signals for operation thereby, a relay for controlling said means, said relay being governed by the condition of the track.

signed my signal red In testimony whereof, I have name to this specification.

JAMES H. BUTRIDGE/ the control of each signal, a circuit i 

